Railway signaling systems.



M. H. COLLINS. RAILWAY SIGNALING SYSTEM. APPLICATION FILED MAR. 5. 1913.

1 090,825. Patented Mar. 17, 1914. Q a SHEETS-SHEET 1. 5.1- .1

WITNESSES INVENTOR JH/chae/HCv/h'm I' 4 2 [2r WV ATTORNEYS M. H. COLLINS. RAILWAY SIGNALING SYSTEM.

, v APPLICATION FILED MAR. 5, 1913. 1,090,825. Patented Mar. 17, 1914.

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IT/VESSES Bl INVENTOR M/c/vae/ 60/0775 4/ f I ATTORNEYS M. H. COLLINS. RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAR.5, 191s Patented Mar. 17, 1914.

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Mw/zael if (102 ZZ 716 GA W/LMM I By %rrrrkf ATTORNEYS MICHAEL H. COLLINS, OF WEST HOBOKEN, NEW JERSEY.

RAILWAY SIGNALING SYSTEM.

Specification of Letters Patent. I Patented Map, 17, 1914 Application fi1ed March 5, 1913. Serial No. 752,059.

To all whom it may concern:

- Be it known that I, MICHAE H COLLIN-S, a citizen of the United States, and a resident of \Vest Hoboken, in the county of- Hudson and State of New Jersey, have invented a new and Improved Railway Signaling System, of which the following is a. full,.clear, and exact description, V The invention relates to automatic and interlocking block signals for electric and steam railways having, continuous trac rails and its object is to provide a new and improved railway signaling system arranged .to provide an efficient shunting protection with a view to prevent collisionsand to set the signal to danger .in case of a broken' rail in 'a block, and to dispense with insulated joints, reactance bonds, impedance coils and the like.

For the purpose mentioned use is made of transformers at the entrance and exit ends ofa block each transformer having a -primaryand a secondary coil, of which the primary coil is connected with the track rails and its resistance corresponds apprbxi mately to that of the portions of the track rails between the entrance transformer of of Fig. 2; Fig. 4 is'a diagrammatic view of' one block and the exit transformer'of the adjacent block, 'the secondary coil of a trans-.

former being connected with a polypliase relay controlling a corresponding block.

Apractical embodiment of the invention is represented in the accompanying draw ings forming a part of this specification, in

V which similar characters of reference indicate' corresponding parts-in all the views.

Figure 1 is a diagrammatic view of the railway signaling system provided with 'tln-ee-phase rlas; Fig. 2 is an enlarged plan riew part y in section of one of the track transformers; Fig. 3 1s a sect onal side elevation of the same, on the line 33 a portion of the railway signaling system provided with two-phase relays; Fig. 5 is a side elevation of the three-phase'relay; Fig. 6 is a sectional side elevation of the same; and Fig. 7 is a sectional plan view of thesaine on the line 77 of Fig. 5.

In the general construction of the railway signaling system, as shown in Fig. 1, use is made of conductively, continuous, bondless track rails" A. A, an alternating current power line B, B connected withan alteris connected by transformersD and track circuit wires E, E, "with the rails A, A approximately at themiddle. of each block to energize the track trails.

Near the entrance..and exit ends. of each. block I, II, III, etc, are arranged relay-controlling transformers F, F each havinga primary coil F connected at its ends with the track rails A and A andhaving a resistance which corresponds approximately to that of the portion of a track rail extend- .ing between the entrance. relay controlling transformer F of one block and the exit re lay controlling transformer of the preceding block. In practice the relay controlling transformers F and F of adjacent blocks are placed from ten to twenty-five feet apart,

so that a modern car G straddles the distance, and the resistance of each primary coil is made to correspond approximately to that of the ten to twentyfiv e feet of track rail mentioned. The car G is repreconnected with a similar polyphase relay.

H electrically connected with the transformers D, D of the power line 1 3, B.

As shown in Fig. .1 the relays H, H are of the three-phase type, while the relay shown in Fig. 4 is of the two-phase type;

otherwise, the arrangementis the same as above described relative'to the parts mentioned. The relays H, H control the signal circuits I, I to allow the semaphores t move from normal safety position to dange i position, as hereinafter more fully explainedl 7 Of the three phases 1, 2 and 3, of each relay H, H, the phase 1 'is connected with the secondary F of the corresponding transformer F or F, the phase. 2 is connected with the source of electrical energy at the transformers D, and the phase 3 is'c'ontrolled through a front contact 4, which in turn is operated from the rotor of the relay H or H. The rotor oftlie relay is in turn operated from the primary of the track transformer F or F and by energy by way of the centers in a suitably constructed frame 10.

tact with a. contact 27 fixed on the frame 10 down swinging motion of the segmental phase 2. The contact is connected with the signal circuits 1, l and is controlled by the rotor of the ielay as hereinafter more fully described.

The rotor of the three-phase relay H or H is divided into two'mechanical parts, 6 and 7 (see Fig. 7) having shafts 8 and 9 hungon These rotor parts 6 and 7 are designed to revolve in opposite directions. On the shafts S and 9 are mounted pinions 11 andl2 in mesh with weighted segmental gear wheels 13 and 14- attached to shafts 15 and 16 journaled on the frame 10. On the shafts 15 and 16 are secured crank arms 17 and 18 I pivotally connected with contact bars 19 and 20 of the contacts 4 and 5 respectively. The contact bars 11) and 20 are provided with pins 21 and 22 slidably engaging bearings 23 and it held on the frame 10. The contact 5 is c nnected with the signal circuit wire I and is adapted to make contact with the contact 2- fixed on the frame 10 and connected with the other signal circuit wire I.

The contact at is connected by-a wire 26 with the phase 2 and is adapted to make conand connected by a wire The phase 1 is opposite rotor part, 6; the phase 3 is opposite rotor part 7; and the phase 2 is opposite both rotor parts 6 and 7, as plainly indicated in Fig. 7. The up and 23 with phase 3.

gear wheels 13 and 14 is limited by stop pinS'Qt) and 50 on the frame 10.

Contacts 4 and 5 of the relays H and H are normally in closed position, that is, when no car or train is in the block and the segmental gear wheels 13 and 14 are then in raised position as shown in Fig. 6.

It is understood that when a'block is free of a train the electric current from the transformer I) by way of the wires E, E to the track rails A, A and to the primaries F of the relay controlling transformers F and F of the block, so that the secondaries F at the said relay controlling transformers I? and F are energized and the induced current pa ses to phase 1 of the rotor part 6 whereby the latter is rotated and the rotary motion is: transmitted by the pinion 11 t0 the segrm-ntal gear wheel 13 toswing the latter upward and thereby rotate the shaft 15. The rotary IllUlfOIl of the shaft 15 causes the contact bar 1!) to move to the left whereby. the contact r moves into contact with the contact 27 thus closing the circuit for the phase 3 whereby the rotor part 7 is rotated. The rotary notion of the rotor part 7 is transmitted by the pinion 12 to the segmental gear wheel 14 whereby the latter is swung upward and in do ng so turns the shaft 16 so that the contact bar 20 is moved to the right and the contact 5 moves into closed position relative the contact 25,

thus closing he signal circuit 1, I to cause the signal to go to safety position.

lVhen a car moves into the block the track rails are short-circuited by way of the ear and hence the relay controlling transformer so that the phase contact bar 20 to the left to movethe contact 5 into open position relative to contact 25 thus breaking the signal circuit I, I and allowing the signal at theentrance of the block to go to danger position.

The reason for using the third phase 3 is to obtain a strong torque on the rotor to in sure a good, strong contact, but a two-- phase relay may be used, as'shown in Fig. 4.

The track wires E, E of adjacentblocks are reversely connected with the track rails A, A to. reverse the polarity of the primary coils F of adjacent transformers F and F. It is understood that if the polarity of the primary coils F of the transformers F and F Were the same, sufficient current might 'pass from the transformer F to the trans-4 former F to keep the relay I-I energized and closed until the following car was close to the transformer F.

As previously mentioned, the signals C, C, C are normally in safety position and the controlling signal circuits I, I are closed atthe relays H, H. Now when a car G moves into the block II and passes the transformer F then the signal C moves into danger or stop position and the signal C remains in this in block II.

It is understood that when the front wheels of a car G pass the transformer F at the entrance end to the block II, they shortposition as long as the car is by its own weight and in doing so shifts the circuit the track rail current, and co-nscquently the primary F F of the transformer F are den-ergized and the relayH is opened to influence the signal circuits I, I for the signal C, and thereby allow the said signal C to swing downward into danger or stop position.

When the car G has passed the track wires E, E of block II the relay H of this block closes, that is, both contacts 4 and 5 move successively into contact with the contacts 27 and 25, as previously explained, but as the contact 5 of relay H of block II-is open the original circuit I, I car has passed the actuating relay transformer F at the end of the block II, When this takes place the relay H of block II is and the secondary remains open until the" therein until the car G leaves the block.- As

previously stated, the distance between the transformers F and F in blocks II and III is straddled by a car, and it follows that the signal C only moves back to safety position after the signal C has moved into danger or stop position.

From the foregoing it.will be seen that by the use of the transformers F-and F arranged as described the exact limits of the block are determined and proper protection is afiorded to an approaching car or train.

It will be noticed thatthe track current supplied by the wires E, E for any one block is prevented from flowing into any other block, because the primaries of the transformers F and F act ascross-bonds to short-circuit the 'ylrack current to revent the same from entering another bloc lh 11 is understood that the resistance of the primary coil F of each transformer F and F iQdetermined as previously explained according to the total resistance of the length of the track desired between the transformers of adjacent blocks, so that the track relay is picked up a passed the limits of the'blbck, By making the resistance of the primary coil equal to or less than that of a given length of track and locating the transformers F, F of opposite polarity and of adjacent blocks the predetermined distance apart the track rail current supplied to the rails in one block is prevented from flowing into the next block and hence there is no danger that the relay in the next block is afiected.

It is understood that the transformers F and F are used on conductively continuous and rross-bondless track rails and actuate the relays II and H, and each transformer has the function of an ordinary transformer 'and that of u cross-bond for the track rails.

Having thus described my invention, I

claim as new and desire to secure by Letters Patent:

1. In a railway block signal system, conductivoly continuous cross-bondless track r the car 'or train has other at the exit end thereof, each transformer having a primary coil and a second ary coil, the primary coil being connected with the said rails and having a resistance corresponding approximately to the resistance of the track rail. portion between the adjacent transformers of adjacent blocks, and relays controlling the signal and connected with the said secondary coil of the said relay controlling transformers.

2. In a railway block signal system, conductively continuous cross-bondless track rails of substantially uniform impedance, a source of electrical energy connected with the rails at each block and with the polarity reversed for succeeding bloc-ks, a pair of relay controlling transformers for each block, one of the transformers of each pair being located at thebeginning end of the block and the other at the exit end thereof, each transformer having a primary coil and a secondary coil, the primary coilbeing con-- nected with the said rails and having a resistance correspondingapproximately to the resistance of the track rail portion between the adjacent transformers of adjacent blocks, and relays controlling the signal at the entrance of a block and connected with the said secondary coil of the relay controlhaving a primary coil and a secondary coil,

the primary coil being connected with the trackrails, and having a resistance corresponding approximately to that of the length of the track rails between the adjacent transformers of adjacentblocks, and the secondary coil being connected with the corresponding relay.

4. In a railway block signal system. conductively continuous cross-bondless track rails of substantially uniform impedance, signal-controlling circuits, a source of electrical energy connected with the rails of a block, relays at opposite sides of the said source for jointly controlling one of said circuits, relay controlling transformers arranged at the ends of each block and each having a primary coil and a secondary coil, the primary coil being connected with the track rails and having a resistance corresponding approximately to that of. the length of the track rails between the adjacent transformers of adjacent blocks, and the secondary coil being connected with the corresponding relay, one of said relays having two parts, on of said parts being conductively continuous cross-bondless track an electrical source of energy connected with trolled by the other part to open and close connected with the track said circuit in response to said other part, and a signal operated by said signal circuit.

In a railway block signal system, conductively continuous cross-bondless track rails of substantially uniform impedance, a source of electrical energy the track rails at each block,

beginning end of each block,

primary coil is proximately to that of the rail portion between the entrance transformer of one block and the exit transformer of the adjacent block in the rear, and relays each having connected with three windings, one relay for each relay a signal at the controlling transformer and controlling the two relays for said signals, each relay having one winding each signal, and rela controlling transconnected with the secondary coil' of the formers at the entrance and exit ends of corresponding relay controlling each block, each transformer having a prifm'mcr. each relay having another winding mary coil and a secondary coil. of which connected with the source of electrical the primary coil is connected with the track energy, and each relay having the third rails and has a resistance corresponding apwinding controlled by the joint action of the proximately tothat of the portion of the first and second windings. track rails between the entrance transformer S. In a railway block signal system, conof one block and the exit transformer of ductivcly continuous cross-bondless track the adjacent block in the rear, the said sec- I rails of substantially uniform impedance, ondary coil of a transformer for a signal signals atwthe entrance ends of the blocks, being connected with one of the relays for an electrical source of energy connected with this signal. the rails of each block, relay controlling 6. In a railway block signal system, conblock and one at the exit end thereof, each transformer having a primary coil and a secondary coil, of which the primary coil is connected with the track rails and has resistance corresponding approximately to that of the rail portion between the entrance transformer of one block and the exit transformer ofthe adjacent block in the rear, ard relays each having three windings, one relay for each relay controlling transformer and controlling the said signals, each relay having a rotor and having one Winding connected with the primary coil of the corresponding relay controlling transformer, the second winding of each relay being connected with the source of electrical energy rails of substantially signals at the entrance an electrical source of energy connected with the rails of each block, relay controlling transformers for each block, one at the entrance end of a block and one at the exit end thereof, each transformer having a primary coil and a secondary coil, of which the primary coil is connected with the track rails and has a resistance corresponding approximately to that of the rail portion between the entrance transformer of one block and the exit transformer of the adjacent block in the rear, and relays each having three windings, one relay for each relay controlling transformer and controlling the said signals, each relay having one winding connected with the secondary coil of the corresponding relay controlling transformer.

7. In a railway block signal system, conductively continuous cross-bondless track rails of substantially uniform impedance, signals at the entrance ends of the blocks,

uniform impedance, ends of the blocks,

two subscribing witnesses.

MICHAEL H. COLLINS.

Witnesses THEO. G. Hosrnn, PHILIP D. ROLLHAUS the rails of each block, rel transformers for each block, one at the entrance end of a block and one at the exit end thereof, each transformer having a primary coil and a secondary coil, of which the ay controlling M coplel of this patent may be obtained tor flve cents each, by addressing Washir g t -n, D. C.

the Commissioner or rat.

transformers, one at the entrance end of a.

transand the third winding of each relay being rails and has a resistance corresponding apname to this specification in the presence of 10 

